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W. P; WIDDIPIELD. CAR AND LOOOM-OTIVEJ BRAKE.

No. 307.695. Patented Nov. 4,1884.

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GAB. AND LOCOMOTIVE BRAKE;

No. 307,695. Patented'Nov. 4, 1884,

m 1! Mn" mwuumu 111' Maurine grates arena rrrnnt \VATSON P. WVIDDIFIELD, OF UXBRIDGE, ONTARIO, CANADA, ASSIGNOR OF ONE-HALF TO ANSON TODD BUTTON, OF SAME PLACE.

CAR AND LOCOMOTIVE BRAKE.

SPECIFICATION forming part of Letters Patent No. 307,695, dated November 4', 188%.

Application filed February 18, 1884. (No model.)

To all whom it may concern:

Be it known that I, WATSON PLAYTER WID- DIFIELD, of the village of Uxbridge, in the county of Ontario, in the Province of Ontario,

Canada, lumber manufacturer, have invented new and useful Improvements inBrakes for Railroad Rolling-Stock, of which the following is a specification.

The object of the invention is, first, to de- IO vise a simple arrangement by which the e11- gine-driver or fireman cauput in action friction mechanism for either separately or simultaneously applying the brakes of a locomotive and its tender; and, secondly, to devise a sim- I ple and cheap system of levers and rods for distributing equally to each pair of brakes the power employed for applying the brakes to' the wheels; and it consists,cssentially, first, in arranging, in connection with the rods and levers of the brakes, an equalizingbar connected to brakes on the locomotive and provided with an adjustable stop-block arranged to hold the equalizingbar when it is desired to apply the tender-brakes independent of the brakes on the locomotive; and, secondly, in providing,with a system of brake mechanism in which both trucks of a tender or car are equipped with brakes, a series of levers of equal length, and pivoted, respective1y,to each brake, so that the long and short arms of all the levers shall respectively be of substantially the same length, which levers are connected, as hereinafter explained, with each other and with the brake-beams.

Figure 1 is an elevation of a portion of a locomotive with its tender, exhibiting my improved brake mechanism. Fig. 2 is a bottom plan of the same. Fig. 3 is a perspective detail view of the hangers for supporting and the lever for operating the brake-shoes ap plied to the driving-wheels of the locomotive. Fig. 4. is a perspective detail showing the arrangement of the stop-block for holding the locomotive-brake equalizing-lever. Fig. 5 is a section of the truck-axle and box, showing a plan for holding the bearing in the rigid po sition. Fig. 6 exhibits my system of levers for operating brakes located between the wheels. Fig. 7 is an enlarged detail of a portion of the 50 truck, showing the connection and relation of the brake mechanism with the fixed journalbearing of the driving-axle.

Inthe drawings, like letters of reference indicate corresponding parts in each figure.

A are brakeshoes for acting against the driving-wheels B. These brake shoes A are suspended 011 either side of the locomotive, as shown in Fig. 2, and are carried by the hangers G, which are pivoted to some convenient point in the frame of the machine.

D is a lever pivoted on the hanger or arm E, and connected, as indicated, to the brakeshoes A by the bars or rods F, which are 10- catedon opposite sides of the pivot-point of the lever D, so that the brake-shoes A shall be applied simultaneously to the drivingwheels B or released simultaneously, according to the direction in which the lever D is moved.

I have spoken of only one lever, D, and one set of hangers and shoes; but it will,of course, be understood, as it is indicated in Fig. 2, that the same arrangement is applied on both sides of the locomotive. The upper end of each lever D is connected, by a rod, G, to the ends of the equalizing-lever H, which lever is suit- 7 5 ably suspended immediately behind the firebox of the locomotive, the rods G extending on either side of the fire-box between it and the driving-wheels B.

I is a rod connected to the center of the equalizing lever H, and extending to the power by which the brakes are applied, as hereinafter explained. I

J is a stop-block connected to the end of the foot-lever K, and arranged to fit behind the equalizing-lever H when it is desired to keep from the said equalizing'lever H any strain caused by draft on the rod I during the application of the tender-brakes. Then it is desired to utilize the same power for applying 0 the shoe'brakes A, the engine-driver or fireman presses down the foot lever K so as to lift the stop-block J clear of the equalizinglever H, when the power used for applying the tender-brakes is conveyed, as hereinafter 5 described, to the equalizing-lever H, and by moving it the brakeshoes A are applied to the driving-wheels, as will be understood on reference to the drawings.

L, M, N, and O are four brake-levers of equal length, one being pivoted to each of the brake-beams P, so that all their short arms shall be of equal length as well asthe long arm of each. The long arm of the lever L is connected by a rod and chain, as indicated, to the brake-spindle Q. The short arm of this lever L is connected by the rod R to the short arm of the lever M. The long arm of this latter lever is connected to the long arm of the lever N by the rod S. The short arm of the lever N is connected to the short arm of the lever O by the rod T, while the long arm of the lever Disconnected by the rod U either to the equalizing-lever V or to some other point which can be held sufficiently rigid to receive the strain of the braking mechanism. It will be noticed that the rod S connects the system of brakes on separate trucks to each other. i

It will be further noticed that this rod extends diagonally across the center of the car, which position permits the trucks to slew independent of each other without affecting the brakeapplying mechanism. This diagonal location of the rod S, with the levers arranged to permit of it, is of very great importance, for if the rod S did not extend diagonally across the longitudinal center of the car it would necessarilyhave to be on either one or other side and about parallel with the longitudinal center of the car or tender. Consequently, the trucks in curving would exert either a draft or compression strain on the rod, and thereby through it affect the braking mechanism on the two trucks.

The braking mechanism so far described is intended to be applied by an. ordinary handbrake spindle, Q, and when the equalizinglever V is used the same power can. be employed for applying the brake-shoes A, as the red I is connected, as shown, to the end of the equalizing-lever V opposite to that to which the rod U is fastened. I

In order to utilize the motion of revolving axleW for the purpose of putting the braking mechanism described in action, I provide a friction-pulley X, attached to a spindle, Y, and so operated by the lever Z that the pulley X may readily be brought in contact with the revolving axle W, and through it impart a revolving motion to the spindle Y, to which spindle is attached the chain 2, the other end of the chain being connected to the equalizinglever V. Consequently,when the friction-pulleyX is brought into contact with the revolving axle W, and the spindle Y thereby caused fireman to operate.

hand-brake spindle, 4, placed upon the locomotive ata point convenient for the driver or The only point which is of importance in connection with the application of friction for operating the brake mechanism is my device for holding rigidly the bearing 5 or bushing applied to the axle W. This plan is shown in Fig. 5, and I may say in explanation of it that the bushing or bearings of a car or tender axle-box is purposely left loose within the box, so that the axle which it rests upon will not be held rigidly to the box. When the friction-pulley X is to be applied to the axle, it becomes necessary that the axle should always be held in the same position, for if it were permitted to adjust itself it might come in contact with the friction-pulley, and in that manner put the brakes into action when it is not desired that they should move. To prevent this, I provide the set-screws 6, which I screw into the axle-box on opposite ends of the bearing or bushing 5, so that by screwing them up the said bushing may be held rigidly in position. Of course one set-screw might accomplish this; but I think it will be found preferable to employ two sets, as the bearing may thereby be adjusted within the box.

In speaking of the brake-levers L, M, N;

ICO

A few inches either way would make no difference, particularly if some compensating mechanism were introduced to utilize this difference of length.

In Fig. 6 I show a plan by which my system of levers for applying the power equally to each pair of brakes may be utilized for a system in which the brakes are located between the wheels of each truck, the only difference in the arrangement being that, instead of the rod S connecting the levers M andNtogether, the said rod connects the levers L and O, and instead of the power being applied to the lever L or 0 it is applied to either the levers M or N.

What I claim as my invention is- 1. In an apparatus for operating the brakes of a tender attached to the locomotive by friction mechanism put in motion by the application of a friction-pulley to a revolving axle of a truck distinct from the locomotive, a chain or rod suitably connected at one end to the frictional pulley, and at the other end to an appliance on the locomotive, and convenient to and by which the driver of the locomotive may draw upon the rod or chain for throwing the friction-pulley against the revolving axle, in combination with a power-chain, 2, attached at one end to the axle or hub of the frictionpulley, and its other end to the brake-lever of the tender-trucks, substantially as and for the purpose specified.

2. In'an apparatus for operating the brakes of a tender attached to the locomotive by friction mechanism put in motion by the application of a friction-pulley to a revolving axle of a truck distinct from the locomotive, a chain or rod suitably connected at one end to the friction-pulley, and at the other end to an appliance 011 the locomotive, and convenient to and by which the driver of the locomotive may draw upon the rod or chain for throwing the friction-pulley against the revolving axle, in combination with apower-ehain, 2, attached at one end to the axle or hub of the friction pulley, and at its other end to the center of the equalizing-lever the ends of which are respectively connected to the brake-levers of the tender-truck and to an equalizing-lever on the locomotive, substantially as and for the purpose specified.

3. A spindle, Y, fixed to a friction-pulley, X, arranged to be brought in contact with the revolving axle of the truck for the purpose of imparting a revolving motion to the spindle, a chain, 2, attached to and arranged to wind upon the spindle Y, and connected at its other end to the center of the equalizingbar V on said truck, a rod, I, connected to one end of the equalizing-lever V and extending diagonally to the center of the equalizinglever H on the locomotive, in combination withthe rod U, connecting the other end of the equalizing-lever V to the brakebeam lever O, and the rod '1, for connecting the latter lever to the brake-beam lever N.

4. The brake-shoes A, connected to the levers D, pivoted to swinging hangers E between the driving-wheels or pilot-wheels of the locomotive on either side thereof, the said brakes applied to the driving or other wheels of a locomotive are operated from the same power by which the tender-truck brakes are operated, an equalizingdever, H, interposed between the motor-power and the levers for operating the locomotive-brakes, in combina tion with an adjustable stop-block by which the motion of the equalizing-lever H may be arrested, if desired, for the purpose of preventing the application of the locomotivebrakes when the tender-brakes are being applied, substantially as and for the purpose specified.

6. In an apparatus for operating thebrakes of a car or tender by bringinga friction-pulley against a revolving axle carrying the car or tender, in combination with such frictionpulley and axle, a bearing, 5, for said axle, held within an axle-box having a space between its side and the bearing, andaset screw or screws arranged to hold the bearing rigidly, whereby the friction-pulley is prevented from being set in motion at the wrong time, sub stantially as described.

7. As an improved system of brake mechanism in which both trucks of a car or tender are provided or equipped with brakes, the levers L, M, N, and 0, pivoted, respectively, one to each brake-beam, the short arm of the levers L and M on one truck being connected together by the rod R, and the short arms of the levers N and O on the other truck by the rod T, in combination with the rod S, running diagonally from the lever M 011 the outside of one truck to the lever N on the outside of the other truck, the long arms of the leversN and 0 being connected, respectively, to either a fixed point or motive power, substantially as and for the purpose specified.

WATSON P. VVIDDIFIELD. In presence of- I. N. FRANKISH, H. WIDDIFIELD. 

